This was very useful, having to change and replace mine as I'm having issues with the PCV, but you can't obviously replace the PCV alone, has to be the whole cover, very common with the R56 apparently. Thanks for sharing!
erm, I think your missing the point abit as you've missed the fact the car becomes under boost "high pressure" which will close the large membrane preventing pressure heading into the crank casing, hence the spring to open the membrane quickly off boost/normal pressures etc off boost/idle the membrane is open allowing recirculation & controlling the idle & allowing oil vapour to flow freely recirculating controllably. on-boost/higher rpm the membrane closes reducing crank case/cover pressure, making oil vapour flow back through into the turbo & round to the intake manifold you don't want boost pressure to get into the crank case/cover as it'll destroy the seals & so--on leading to no boost the little door/shutters either side of the casing open under low load/crank pressure allowing oil vapour & crank pressure to vent which also aids engine vacuum systems etc so high loads large membrane closes, little flap closes (intake manifold side) closing that flow of oil vapour recirculation & boost escaping, the other side open is open allowing re-circulation.... the engine is off, the little flaps close minimising water vapour/moisture getting to the crank case cover & the large membrane is open with the spring pressure, that's still sealed due to the little side flap. the rear valve unused, that's a vacuum port used in other applications, its just been simple closed with the red clip & in some cases a small little nipple/clip.... any over pressure within the crank cover usually the filler cap opens slightly as its also a relief valve in itself that's why its a pretty loose fit & the rubber gasket is a loose fit ie a cheap design for a simple job.. you were close with your thoughts you just forgot to implement positive pressure in the turbo intake system & not wanting to allow that into the crank casing.
Well at the very least you are honest in your title !😂 great sense of humor! Thanks for Thi info, the dealership wants 1100& to replace it Me thinks someone has a crack habit to support!
So the side where the diaphragm is, that outlet goes to the intake manifold has vacuum on it before the engine start producing boost pressure. Once the engine start producing boost pressure the valve on that side closes and all the fowl air from the blow by start going through the opposite end where that hose is connected to the suction side of the turbocharger. I wanted to take that thing apart myself but now that i found this i might i may leave it alone. Another one of my concerns is why and where these covers leak, if it’s just the upper portion i see no reason why it can’t be resealed.
the rocker covers usually don't fail themselves its usually the valve cover gasket sitting below the cover & the cylinder head... I've never heard of a rocker cover failing/leaking etc
Why tf nothing on any of the cars are serviceable anymore? Who should have thought, POSSIBLY check valves would have to be replaced and at the very least CLEANED🤯
This is the same as a Peugeot 308 1.6 turbo petrol 2008 and have problem where you took out the red tag which I thought went to the wastegate actuator to put power to the turbo or return oil back to the crank case confused help # ??
??? huh?? yes its the same as the peugeot & I believe the 307 turbo & the CC coupe as they have the N14 engine.. I'm not 100% with the pug set up.. but the turbo isn't & shouldn't ever be connected by vacuum to the crank casing, the vacuum comes from the basic engine vacuum from the inlet manifold which closes the wastegate & If memory serves me correctly its closes the wastegate allowing boost to build-up air goes in, compresses in the cold-side/snail... once the hot-side reaches the pre-set boost pressure the wastegate closes & the boost pressure is stable & your having fun the wastegate is connected to the cold-side of the turbo via the vacuum chamber & that's what measures the pressure via spring ratings, the connecting rod opens/closes the gate depending on front/cold-side pressure. in the footage the air-filter side allows for recirculation of oil vapour & reduced crank case pressure, the rear is open during low pressure/engine idle operation etc the large membrane closes to prevent boost/higher air pressure from the inlet manifold side getting to the crank case, this also helps control the idle & general engine vacuum pressures
See the red tag you took off of the rocker cover as I've got a pipe at the other end which I thought run along the back of the rocker cover and went in that hole which come from wastegate actuator tube to put pressure back to the turbo but am confused like you m8 # ??
are you saying you have a vacuum line going to the rear port? have you got a video you could upload as I'm pretty sure teh N14 turbo engine also runs from a electronic control valve prior to the wastegate actuator & this electronic valve is at the rear of the engine under teh intake manifold
its a vacuum port for other engine/vehicle uses hence why on most vehicles its simply plugged, you should hav either a red big handle (as shown) or a small plug clipping into position.. if you've a mini I don't think it'd do any harm with or without it as there's no controlling vacuum to open it against the spring.
